Engine attachment



jun-e 1'5, 1948.,

W. E. LEIBING ENGINE ATTACHMENT Filed June 14, 1 945 ATTORNEY.

Patented June 1'5, 1.9.48u

OFFICE Applieatitn June 1'4, 1945;,'srial'fivostilista-` supp f al to pibquce gasslng co ga'sslrlgls tofbreverited, not only tritt tdafije acted" position', against the foicedf a duction sage of the engine.

duction of air in terms only of manifold vacuum and 'throttle position. rhe speed of the engine is also a necessary criterion under some circumstances. for this is that a fuel-air mixture of given richness will ignite and burn completely in the cylinders if the engine is operating slowly, say at idling speed, but will not ignite and burn completely if the engine is operating at a higher speed.

In some prior art devices, the voltage of the electrical current produced by the automobile generator has sometimes been used as an index of engine speed, to thereby control the point at which auxiliary air was to be introduced to the manifold. ln modern types of cars, however, this index is not a satisfactory one, since generators are now often provided with voltage regulators which partially or entirely cut out the operation of the generator when the battery is fully charged, so that under such conditions the voltage output of the generator may be low while the speed of the engine is high.

It is an object of the present invention to provide means responsive to throttle position, manifold vacuum and engine speed to shut off the supply of fuel to the induction passage, or to introduce asupply of air thereto, or to do both of these things, in o-rder to prevent undesirable evolution of gases, and the accompanying evils of crankcase dilution and waste of fuel.

lt is a further object of the invention to provide a mechanism responsive to engine operating conditions to lower the manifold vacuum to such point that gassing will be prevented, while still maintaining sufficient manifold Vacuum to prevent operation of the acceleration pump and economizer, if of the type which are controlled by manifold vacuum.

It is a further object of the invention to provide mechanism controlled directly by engine speed for cutting off the supply of liquid fuel to the induction passage and for introducing auxiliary air at a controlled rate, to thereby prevent waste of fuel and incomplete combustion thereof in the cylinders.

. A further object of the invention is to provide means operated by centrifugal force derived from engine operation for controlling the admission :of fuel and air to the induction passage under certain operating conditions.

Further objects and advantages of the invention will be apparent from the following description, taken in connection with the appended drawing, in which the single figure is a schematic view of a carburetor in vertical section, having mechanism associated therewith which embodies the present invention,

Before explaining in detail the present invention it is to be understood that the invention is not limited in its application to the details of construction and arrangement of parts illustrated in the accompanying drawing, since the invention is capable of other embodiments and of being practiced or carried out in various ways. Also it is to be understood the phraseology or terminology employed herein is for the purpose of description and not of limitation.

shown a downdraft carburetor l of known type, comprising an induction passage l2 which leads from an air cleaner the header IG of the intake manifold I8. The carburetor may be provided with features commonly found in present-day carburetors, such as a main fuel nozzle and a choke valve 24 located in the air horn of 20 discharging in a venturi 22, K

the carburetor and contr-oiled either manually or automatically by means indicated schematically at 25. The carburetor is controlled by a throttle valve 2t by means of a throttle lever 28 and a control rod St which connects the throttle lever to the acceleration pedal -or other mechanism, not shown, at the operators station. Fuel may be supplied to the main nozzle 29 from a float chamber or other known mechanism for maintaining a constant head of fuel, which mechanism is not shown in the drawing. Fuel is also supplied from such mechanism to an idling passage, shown as comprising a horizontal passage 32 and a vertical passage 33 in the wall of the carburetor, and terminating in an idling nozzle 34 posterior to the upstream edge of the throttle when the same is in closed position. An air bleed orifice 3E communicates with the idling passage anterior to the closed throttle, in the known manner.

A speed control mechanism is mounted in any convenient location adjacent the engine, and comprises a shell or casing 40 fitted at one end with a nipple t2. The nipple 42 communicates through a conduit M with a port 48 located in the carburetor wall just posterior to the downstream edge of the throttle valve 25 when the same is in its closed position, in the same manner and for the same purpose as explained in Leibing Patent 2,214,964, above mentioned, so that the slightest opening of the throttle valve it will move the downstream edge of the throttle beyond the port and the port will thereafter be subjected to approximately atmospheric pressure rather than to manifold vacuum, as it is when the throttle is closed.

At its other end, conduit Ml communicates with a passage 5t in the nipple d2, which passage in turn communicates with a vacuum chamber 52 and is controlled by a needle valve 54. The needle valve 54 is reciprocable in a neck 56 formed on the casing Ml, and is urged toward open position by a compression spring 5B, although normally maintained in closed position by means hereinafter described. A bypass passage 59 connects the chamber 52 to the interior of casing 40, to prevent air-cushion which might interfere with the free movement of valve 54.

A shaft 6l) is mounted in bearings 62 within a casing 6d at the rear end of casing 40, -A fitting 6B is secured to the rear end of the casing 64, and secures the end of a sheath 68 which houses a flexible cable 1B. The cable 10 is secured by means of a fitting 12 to the rear end of shaft 60, and the other end of the cable is secured, in known manner, to a rotating part of the engine, so that when the engine is operating at any given speed, the shaft EU will be rotated at the same speed, or at some proportional speed.

Secured to the forward end of shaft 60 by means of a pin 14 is -a block 1li, generally rectangular in cross section, and provided at each of its opposite faces with a pair of forwardly extending arms 11 between which are dispose-d centrifugally actuated members 18, 19. Each of the members 1S, 19 comprises a bellcrank lever, pivoted by a pin Sli to the forward ends of one pair of the arms 11, and terminating in an inwardly extending finger 82. The fingers 82 terminate adjacent each other, and lie in contact with a steel ball 84, which is spun into the rear end of valve 54 'and is designed to form a frictionless actuating connection between the fingers and the valve.

The rear ends of members 18, 19 are formed offensive gases in an internal combustion engine having a carburetor with an induction passage, a throttle in the induction passage, and fuel supply 'meanscommunicating with theinduction passage; a vacuum chamber communicating with the induction passage 'at a point immediately posterior to the downstream .edge thereof, said point being t swept over by said edge during opening movement of the throttle, a vacuum controlled device independent of said fuel supply means for introducing auxiliary air into the induction passage posterior to the throttle, a separate vacuum controlled` -device for rendering the fuel` supply means inoperative, connecting means between said` vacuum chamber and said vacuum respon-` sive devices, -and mechanicalfmeans controlled in accordance with engine speed for controlling said connecting means.

2. An engine control device comprising a con` duit for admitting auxiliary air to the intake manifold of the engine, a valve conduit, non-electric vacuum responsive means directly connected to and mechanically controlling said valve, and means controlling the application of vacuum to said vacuum responsive means, comprising'a conduit connecting said vacuum responsive means to the intake manifold, `a valve in said conduit, an engine driven shaft, and centrifugally operated yballs onsaid shaft con trolling the position f said last mentioned valve.

3. An engine control device comprising :a conduit for admitting auxiliary air to the intake manifold of the engine, a valve controlling said conduit, vacuum responsive means controlling said con-duit, vacuum responsive means controlling said valve, and means controlling the application of vacuum to said vacuum responsive means, comprising a conduit connecting said vacuum responsive means to the intake manifold, a valve in said conduit, centrifugally operated flyballs onsaid shaft controlling the position of said last mentioned valve, and a guide' member on said shaft rotatable` therewith and serving to house and guide said flyballs.

4. For use with an internal combustion engine z controlling said Tiri uu having a carburetor, said carburetor comprising an induction passage, fuel supply means communicating therewith, and a throttle controlling the induction passage; an auxiliary air passage lay-passing sai-d throttle, means comprising a vacuum actuated diaphragm for controlling said air passage, means comprising a vacuum actuated diaphragm for controlling said fuel supply means, and means controlled in accordance with throttle position and engine speed for applying vacuum to said vacuum responsive means.

5. The invention defined vin claim 4, wherein said vacuum actuated means is operative to apply vacuum to said responsive means only when the engine speed is above approximately 1000 R. P. M.

6. The invention defined in claim 4, vwherein the fuel supply means consists of a fuel duct discharging posterior to the upstreamedge of the throttle, and the communication of Vacuum to the vacuum actuated means includes a port located immediately posterior .to the downstream edge of the throttle when the same is in closed position. e i

, '7. In combination with an internal combustion engine carburetor having an induction passage, a throttle controlling the same, a duct supplying fuel to the induction passage, and a valve in said duct; means energized bymanifold vacuum and controlled jointly by throttle position and intake manifold vacuum for closing saidxv lve, and

means directly responsive to engine speed for cutting off manifold vacuum from said first mentioned means to render the same inoperative.

8. For use with an internal combustion engine; a carburetor having an induction passage, a throttle controlling the same, and means for supplying liquid fuel to theA induction passage; means controlled in accordance with the throttle position and intake manifold vacuum for rendering said rst mentioned means inoperative; and engine-driven means utilizing centrifugal force for rendering sai-d second mentioned means inoperative.

9. In combination with an internal combustion engine carburetor having an induction passage, a throttle controlling the same, and fuel supply means communicating with said induction passage; an engine-driven device responsive to centrifugal force, and meansl actuated by intake manifold vacuum only When the throttle is in substantially fully closed position for rendering said fuel supply means inoperative, said last mentioned means being rendered operative and inoperative by said engine-driven device.

10. In combination with an internal combustion engine carburetor having an induction passage, a thottle controlling the same, and fuel supply means communicating With said induction passage; a vacuum chamber communicating with the induction passage immediately posterior to the downstream edge of the throttle when the same is in closed position, centrifugally operated means for controlling the communication between the vacuum chamber and the induction passage, and vacuum responsive means communieating with said chamber for controlling the introduction of auxiliary air to decrease the vacuum posterior to said throttle.

`ll. The invention defined in claim 10, comprising in addition vacuum responsive means communicating with said vacuum chamber for controlling said fuel supply means. l

12. In combination with an internal combustion engine carburetor having an induction passage, a throttle controlling the same, and fuel supply means communicating with said induction passage; an air passage by-passing said throttle, vacuum responsive means controlling said air passage, a duct connecting said vacuum responsive means to the induction passage at a point immediately posterior to the downstream edge thereof when the throttle is in closed position, said point vbeing swept over by said edge when Athe `throttle is opened, and centrifugally operated means responsive to engine speed for controlling said duct.

13. The invention defined in claim l2, comprising in addition means operative only by vacuum corresponding to thirteen inches of mercury or higher for rendering said fuel supply means inoperative.

v 14. An engine control device comprising a, restricted conduit for admitting auxiliary air at a controlled rate to the intake manifold of the engine to lower the vacuum therein, a valve in said conduit, means responsive to said vacuum to control said valve, and means controlling the application of vacuum to said vacuum responsive means, comprising a conduit connecting said vacuum responsive means to said manifold, a valve in said conduit, and engine driven mechanism ,operating by centrifugal force to control said last mentioned valve.

15. A control device for an engine including an intake manifold, a carburetor having an induction passage, a buttery throttle controlling the discharging adjacent said comprising an auxiliary passage for adair to the intake manifold to lower the vacuum therein, a valve in said auxiliary passage, a pressure responsive element connected to and con-trolling said valve, a conduit connecting said element tothe induction passage posterior to said throttle, a valve controlling said conduit, and engine driven mechanism operating by centrifugal force to control said last mentioned valve.

1.6. The invention dened in claim 15, wherein said conduit terminates immediately posterior to the downstream edge of the throttle in a port which is swept over by said edge in the opening movement of the throttle.

17. The invention donned in claim 15, comprising in addition a fuel valve in said fuel duct, and means operative when said auxiliary passage is opened to close said fuel valve.

18. A control device for an internal combustion engine including an intake manifold, a, carburetor having an induction passage connected to said manifold, a butterfly throttle controlling the induction passage, and a fuel duct discharging into said induction passage adjacent said throttle; comprising an air passage bypassing said throttle to admit auxiliary air to the intake manifold, a

valve in 4said air passage, a pressure responsive element connected to and controlling said valve, a second valve controlling said fuel duct, a pressure responsive element controlling said Isecond valve, a conduit connecting said pressure respon- REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,650,482 Barden Nov. '22, 1927 1,918,913 Isdahl July 18, 1933 2,035,775 Vander Veer Mar. 31, 1936 

